Motor-vehicle.



No. 7l6,6l0. Patented Dec; 23, I902.

W. O. WORTH.

MOTOR VEHICLE.

(Application filed June 16, 1899.) (No Model.) 3 Sheets-Sheet I.

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Patented 1m. 23, I902.

W. 0. WORTH.

MOTOR VEHICLE.

UNITED STATES PATENT OFFICE.

YVILLIAM O. WORTH, OF CHICAGO, ILLINOIS, ASSIGNOR OF TWO-THIRDS TO WILLIAM R. DONALDSON, OF LOUISVILLE, KENTUCKY, AND HENRY W. KELLOGG, OF BATTLECREEK, MIGHIGAN.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 716,610, dated December 23, 1902.

Application filed June 16,1899- Serial No. 720,837- (No model.)

To all whom it nm-y concern:

Be it known that 1, WILLIAM O. \VORTH, of Chicago, in the county of Cook and State of Illinois, have invented certain new and use ful Improvements in Motor-Vehicles; and I hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form part of this specification.

I0 This invention is an improvement in motor-vehicles, and has particular reference to v the driving or traction gear thereof and also to the steering mechanism. Its objects are to provide a direct-acting variable-speed-gear driving mechanism by which the power can be transmitted from a prime motor, preferably an oil or gasolene engine, to the supporting-wheels, said gearing being so constructed that high, low, or medium speeds can be imparted to the axle with a constant speed of prime motor, and which, moreover, is capable of further variation by reason of frictionclutches which can be applied gradually, so as to start or propel the vehicle slowly. The

Variable-speed gearing is also reversible without reversing the engine and can be utilized as a brake mechanism in stopping the machine, although a direct-acting positive brake is provided for use, if desired. The steering 3o apparatus contains some specifically novel features, and the front axle is also, I believe, mounted in a novel manner.

The invention is best summarized in the appended claims, and without further prefa- 5 tory explanation I will describe my invention as illustrated in the accompanying drawings, to which I refer by letters of reference, and which illustrate the best form of apparatus now known to me embodying my invention. In said drawings, Figure 1 is a side eleva tion of a complete double-seat surrey motorvehicle. Fig. 2 is a top plan view ofthe running-gear and motive parts of the apparatus, the body being removed. Fig. 3 is an enlarged horizontal section through the rear axle and the variable-speed gearing. Fig. 4: is a detail vertical section through the steering and controlling mechanism, enlarged.

The body of the vehicle may be of any preferred design and construction, and suspended beneath it in a suitable manner is a prime motor A, preferably a double-acting gasoleneengine, the main shaft a of which lies transversely of the body, as shown, and carries a heavy fly-wheel A. Loosely mounted on shaft a are bevel-pinions b and 0, provided with clutch-faces b 0, respectively, on their opposed ends,adapted to be engaged by a clutchblock 0, splined on shaft a and designed to be moved into engagement with either bevel- 6o pinion by means of an arm 0 on a rock-shaft C suitably journaled under the bottom of the body and provided with an arm 0 on its front end projecting upward in convenient position to be rocked by the foot of the driver, who can thus shift the clutchb1ock 0 into engagement with either pinion b or c at will.

The pinion b meshes with two opposed similar large bevel-gears D E, loosely mounted on a driven shaft F, extending longitudinally of the running-gear and journaled in a bearing F, attached to the frame, and in a casing L, affixed to the frame and inclosing the gearing between said shaft-and rear axle, as shown. Pinion 0, being smaller than pinion d, meshes only with a small bevel-gear D, preferably formed on or affixed to the inner face of gear D. I

Bevel-gear D has an annular friction-flange d on its outer front face, which is adapted to So be engaged by a suitable friction-clutch d, the hub d of which is splined on shaft F, as shown. Gear E also has a friction-flange 6, adapted to be engaged by a suitable frictionelutch e, the hub c of which is also splined on shaft F, as shown.

The hubs d e of the clutches cl 6' are simultaneously shifted, so that but one clutch can be locked to the corresponding gear at any time by means of arms 01 6 which are adjustably bolted together (see Fig. 1) and constitute a U-shaped clutch-shifter, which may be moved longitudinally of shaft F by means of a rod (1 the front end of which is pivoted to the vertical arm of a bellcrank d 5 pivoted at its bend to a suitable support at the front end of the vehicle, and the horizontal arm of crank d engages a grooved collar d loosely placed on the lower end of the steering-tube T, hereinafter referred to, and en- :00

tically in the tube, thus shifting clutches d e,

as will .be obvious from the drawings.

The rear end of shaft F is supported in journals in a casing L, which may be bolted to the body and incloses the gearing between shaft F and the rear axle, and on the rear end of shaft F (within the casing) are loosely journaled bevel-pinions f g, which respectively mesh with inner and outer annular series of bevel-gear teeth f g on a compound bevelgear G, which is loosely journaled-on the rear axle K.

The bevel-pinions f g are provided with clutch-faces on their opposed ends, adapted to be engaged by a clutch-block g splined on shaft F, intermediate pinionsfg, and shifted into engagement with either of said pinions by means of yoke-lever 9 connected by red g to a lever g at the front end of the vehicle in position to be operated by the driver. Of course but one of said pinions gfcan be locked to the shaft at any time.

On opposite sides of compound gear G are sleeves H H, loosely fitted on axle K, and on the inner end of sleeve H is a bevel-gear h, and on the inner end of sleeve H is an oppositely-facing bevelgear h, said gears h 7?. both meshing with bevel-pinions G, set in slots in the web of compound gear G and journaled on radially-disposed stub-shafts G carried by said compound gear, as shown in Fig. 3.

The rear wheels is of the vehicle are made fast on or to the outer ends of sleeves H H, respectively, so as to be rotated thereby.

It will be observed that bevel-gears h, h, and G form a compensating connection between compound gear G and the sleeves H H, so that although ordinarily both sleeves rotate synchronously, yet either can move independently of the other when the vehicle is rounding curves, thereby avoiding strain upon the driving mechanism or upon the carryingwheels and facilitating the turning of' sharp or short curves.

Preferably and as shown the journal-bearings of sleeves H H within casing L are provided with frictionless-bearings, roller-bearings I being shown therefor, and all the journal-bearings of shaft F are also preferably provided with antifriction-bearings, roller-bearings 712' being shown in casing L and like bearings t" t" in the frame within which the front end of shaft F is journaled.

Compound gear G may be formed with an annular flange G2 on its rear side, and said flange can be surrounded by a brake-strap J, the ends of which are, attached to oppositelydisposed pins j on the end of a rock-shaft 7",

ziasio journaled in casing L, the crankj on the outer end of said shaft being connected by a rod 3' to a lever 7' conveniently arranged at the front of the vehicle.

As I propose employing pneumatic or cushion tires on the vehicle-wheels, both the axles may be attached direct to the body without springs, although springs may be employed, if desired.

The front axle M may be tubular and is connected at center to a shaft m, which'exten'ds rearwardly at right angles to axle M and is journaled in suitable bearings attached to the bottom or frame of the vehicle. This construction allows the front axle to oscillate on shaft.

m withoutrocking the vehicle,while maintaining a substantially rigid connection to the body. Braces M may be arranged between the rear end of shaft m and the ends of the front axle to impart stiffness thereto.

Preferably yokes, as N, are attached to the ends of axle M, and within said yokes are vertically pivoted smaller yokes 0, having outwardly-projecting spindles Oand rearwardlyprojecting arms 0 which latter are connected by a transverse rod 0 havinga rack O at center which meshes with a segment 75, keyed on the lower end of the steering-tube T, above referred to, so that by rotating tube T bar 0 is shifted and the front wheels is turned on their yokes. It is not broadly new, however, to mount the steering or front wheels on pivoted yokes.

The engine or prime motor is to drive shaft a in one direction only, and when pinion b is locked to shaft a gears D E will be rotated in opposite directions. In starting, however, before looking either gear D E to shaft F pinion f or 9 should be locked thereto, preferably pinion f. Then if lever T be shifted so as to cause clutch d to lock gear D to shaft F the machine will be propelled forward, starting slowly as the friction-clutch takes hold, and when D is firmly locked to shaft F the machine will move forward at the slowest speed rela tive to a given rotation of the engine-shaft a, this speed depending,of course, upon the rela tive proportions of gears b, D, f, and f. By shifting clutch 0 so as to release pinion b and lock pinion c to shaft a the speed will be increased, the power being then transmitted through gears c Dff. This gives the intermediate speed. Then by shifting clutch 9 so as to release f and engage g the speed will be still further increased and have attained the maximum, speed being then transmitted through gears c, D, g, and g. By disengaging clutch d from gear D and engaging clutch Q with gear E the machine can be stopped or propelled backward, power being transmitted then through gears 19 E g g at maximum reverse speed or through gears b Eff at minimum reverse speed.

A skilled driver can utilize the frictionclutches as brakes, but an unskilled driver had better use the brake J.

It is apparent that the driver can drive the Vehicle forward or backward and simultaneously steerit by manipulating the one lever T For varying the speed or power transmission or for applying the brake separate levers, as described, are employed.

The advantages of the above-described construction of motor-vehicle are strength, ease of control, capability of numerous variations of power or speed at a uniform rotation of motor-shaft, capability of independent movement of all the wheels, and simplicity of construction and operation of all the parts.

Having thus described my invention, what I therefore claim as new, and desire to secure by Letters Patent thereon, is

1. In a motor-vehicle, the combination of a motor-shaft,a pair of bevelpinions mounted thereon; a secondary shaft, a pair of bevelgears mounted on said secondary shaft both meshing withone ofsaid pinions,and asmaller gear on said secondary shaft meshing with the other of said pinions; with clutch mechanism substantially as described, whereby power is transmitted from the motor-shaft to the secondary shaft through either of the large gears and the pinion meshing therewith, or through the smaller gear and pinion meshing therewith, for the purpose and substantially as described.

In a motor-vehicle the combination of a motor-shaft, a pair of bevel-pinions loosely mounted thereon, and clutch mechanism adapted to lock either pinion to the motorshaft; with a secondary shaft, a pair of bevelgears loosely mounted thereon, both meshing with one of said pinions, and asmaller bevelgear fixedly connected to one of said gears, meshing with the other pinion; with clutch mechanism whereby either, but not both, of said gears may be locked to the secondary shaft, and means for transmitting motion from said secondary shaft to the wheels, substantially as and for the purpose described.

3. The combination of the motor-shaft, a pair of bevel-pinions loosely mounted thereon, and a clutch for locking either pinion to said shaft; with a secondary shaft, a pair of large bevel-gears loosely mounted on said secondary shaft and meshing with the larger of said pinions, and a smaller gear fixed to one of the larger gears and meshing with the smaller pinion, said larger gears having clutch-flanges on their outer faces, frictionclutches adapted to engage said flanges mounted on the secondary shaft, and mechanism for shifting said clutches, for the purpose and substantially as described.

4. In a motor-vehicle, the combination of the rear axle, a compound gear thereon, and means for transmitting motion from said gear to the rear carrying-wheels, a driven shaft, loose pinions mounted thereon respectively meshing with the respective sets of teeth on the compound gear, and a clutch for locking either pinion to the shaft; with means for driving said shaft at variable speeds, comprising a motor-shaft, sets of variable-speed gearing for transmitting motion from the motor to the driven shaft, and clutch mechanism whereby either set of driving-gearing can be put in action, for the purpose and substantially as described.

5. In a motor-.vehicle, the combination of the opposite rotatable sleeves having the carrying-wheels connected to their outer ends, and opposite bevel-pinions fast on their inner ends, a compound gear interposed between said pinions, and carrying radiallydisposed pinions meshing with both the pinions on said sleeves, a driven shaft, pinions thereon respectively meshing with separate sets of teeth of the compound gear, and means for locking either of the latter pinions to said shaft; with means for driving said shaft at variable speeds, comprising bevel pinions loosely mounted on the motor-shaft, large gears loosely mounted on said driven shaft and meshing with the pinions on the motorshaft, and clutch mechanism for locking either bevel-pinion to the motor-shaft, and for locking either gear to the driven shaft, all substantially as and for the purpose set forth.

6. In a motor-vehicle, the combination of a shaft, a clutch thereon, a longitudinallymovable rod for shifting said clutch, and a bell-crank lever to one arm of which said rod is connected; with the rotary steering-tube and connections for guiding the vehicle, a loose vertically'movable grooved collar upon and rotating with the tube and engaging the other arm of said bell-crank, and a longitudinallymovable rod within said steering-head connected to said collar, for the purpose and substantially as described.

7. In a motor-vehicle, the combination of the rear axle opposite independently-rotata ble sleeves thereon having the carryingwheels connected to their outer ends, and opposite bevel-pinions fast on their inner ends, a compound gear journaled on said axle and interposed between said pinions, and carrying radially-disposed pinions meshing with both the pinions on said sleeves; with a driven shaft, a motor and gearing for driving said shaft, pinions on said driven shaft respectively meshing with separate sets of teeth of the compound gear, and means for locking either of the latter pinions to said shaft, for the purpose and substantially as described.

8. In a motor-vehicle, the combination of a rear axle, a pair of rotatable sleeves journaled thereon for rotating the rear wheels, opposite bevel-gears on the inner ends of said sleeves, an intermediate compound gear, pinionsjournaled in slots in said intermediate gear meshing with both the bevel-gears on said sleeves, and means for rotating said compound gear, said means comprisiuga driven shaft,apair of gears thereon respectively meshing with different sets of teeth 011 the compound gear, a motor-shaft,sets of variable-speed bevel-gearing between said motor -shaft and driven shaft, and clutch mechanism substantially as described, for throwing either set of variablespeed gearing into operation, substantially as described. i

9. In a motor-vehicle, the combination of the motor, its shaft, a pair of loose bevel-pinions thereon and a clutch for locking either bevel-pinion to the shaft, a secondary shaft, a pairof loose bevel-gears thereon meshing WIlZhYOIIG of said pinions and one of said gears also meshing With the other pinion, clutches for locking either of said gears to said secondary shaft, and a clutch-shifting mechanism whereby either but not both said gears can be locked to said secondary shaft; With means for transmitting motion from said secondary shaft to the vehicle-Wheels, for the purpose and substantially as described.

10. In a motor-vehicle, the combination of the rear axle, a compound gear thereon, and means for transmitting motionindependently to the rear carrying-wheels from said gear; with a driven shaft, a pair of loose pinions mounted'thereon respectively meshing with the respective sets of teeth on the compound gear, and a clutch for locking either loose pinion to the shaft, a pair of gears on the driven shaft, a motor-shaft, a bevel-pinion thereon meshing with the pinions on the driven shaft, and a clutch for locking either of said pinions to said driven shaft, all substantially as and for the purpose described.

11. In a motor-vehicle, the combination of a rear axle, a pair of independently-rotatable sleeves journaled thereon, the rear Wheels respectively attached to said sleeves, opposite bevel-gears on the inner end of said sleeves, an intermediate double or compound gear having concentric series of gear-teeth, and radially-arranged pinions mount-ed on said intermediate gear and meshing with both the bevel-gears on said sleeves; with a driven shaft, a pair of loose pinions thereon meshing respectively with one of the series of teeth on the compound gear, and means for looking either of said pinions to the driven shaft and thereby rotating said intermediate gear, for the purpose and substantially as described.

In testimony that I claim the foregoing as my own I affix my signature in presence of two Witnesses.

WILLIAM O. WVORTH.

Witnesses:

B. P. DONNELLY, W. R. DONALDSON. 

